Burner



3 Sheets-Sheet 1 BURNER Nov. 8, 1927.

K. C. BROWN ET AL.

Filed Feb. 5, 1923 bv. s, 1927. l 1,648,573

K. C. BROWN ET AL.

' BURNER Filed Feb. s, 1923 3 sheets-sheet 2 Noms, 1927. 1,648,513

. K. C. BROWN ET AL.

BURNER Filed Feb. 5, 1925 3 Sheets-Sheet 5 Q, @Wmfwm Patented Nev. 8, 1927.

lUNITED STATES PATENT- OFFICE.

KENNETH c. BROWN, E EvANs'roN, AND RAYMOND E. WHITE, or CHICAGO, ILLrNors,

AssIGNoRs To WrNsLow SAFETY HIGH PRESSURE BOILER coMrANY, or CHI- CAGO, ILLINOIS, A. CORPORATION ILLINOS.

BURNER.

Application filed February 5, 1923. Serial No. 616,912.

Our invention relates to liquid fuel burners, particularly of the atomizing type.l

The present ydesign of burner has been` de-` veloped for automotive work, such .as the heating of high pressure steam boilers for the propulsion of pleasure cars, trucks and tractors. tion of the burner is necessarily intermittent because of the variable character of the load.'

Intermittent operation is frequently provided for through the use lof a pilot burner which is maintained lit' during the entire operating period of the boiler for the purpose of igniting the main volume of comduced into the combustion chamber. The

maintenance of one of these pilot burners has heretofore presented a considerable practicable diiiiculty. If the pilot burner is vaporizing in principle it is incessantly clogging up from depositions of carbon in the vaporizing passages. If the pilot burner is atomizing in principle, through the use further object is to provide an` arrangement of pilot burner and main burner whereby the blast from the pilot burner nozzle assists in the aspiration and atomization of the fuel from the main burner jet.

conduit which is subjected to'heat from the y'combustion chamber. y

A further object is to provide an improved construction of reducing valve for reducing the pressure of the steam supplied to the pilot nozzle. f

Referring i. in which we have illustrated a preferred embodiment ofour invention;

Figure 1 is a diagrammatic -layout of the invention, illustrating the combustion chamber in section.

busses,\ In this field, the opera` bustible mixture when the latter is intro.

continuous running of the electric motor A further object is to preheat the air for the main burner, as by passing it through a to the accompanying4 drawings' Figure 2 is a similar side elevational view, the illustration of the combustion chamber being av-section taken on the plane of `line 2--2 of Figure 1L.y

Figure 3 is a view similar to Fig. 1 of a modified arrangement.

Figure v4 is a vertical sectional view through the pressure. regulating by-pass valve employed in Fig. 1.

Figure 5 is a similar View ofthe main burner nozzlen A Figure 6 is a. longitudinal sectional view of our improved pressure reducing valve.

Figure 7 is another sectional view atright anglesto Figure 6. i'

Figure 8 is a horizontal sectional viewv taken on the plane of line 8-8 of Figure 6. Figure 9 is an enlarged detail vi'ew `of the removable valve seat employed yin"the foregoing reducing valve, and y Figure 10 is a longitudinal sectional view through the pilot burner nozzle.

The combustion,A chamber orf fire pot 15 is of cylindrical form, having an outer circular wall composed of one or more layers of heat refractory and heat insulating mterials. The combustible mixtures are injected tangentially into'` r this combustion chamber through an inlet passageway 16. The outer end of this conduit is threaded for screwing yintoa coupling sleeve 17, which receives at its other end'the threaded end of an elbow 18.- The sleeve 17 has a, laterally extending port 19 which is normally closed by a removable plug 21; removal of this plug affording an igniting opening can be inserted into the mixture 4passagewayfor initially lighting the burner mechanism.

The outer end of the elbow 18 is provided with a threaded flange 22 into which screws a coupling membel` 23 which connects the ,end of the main air conduit 24 with the elvis expanded vertically to provide a large surface of inner Wall in contact with `the inner .90 through which a match, torch lor other flame refractory wall ofthe fire pot 15. This sec- 4 tionof the air conduit is riveted or otherwise fastened to the outer metallic shell vof the fire pot, as indicated at 25. A .diagonal intake 26 -connects through a section of The fuel is fed to the main burner under kpressure obtained from a spur gear pump 35, one gea-r element of which .isniounted directly on the'inotor and blower shaft 36.

The intake connection for the pump leads from the bottom ofthe supply tank 34; the

. way 43 of a by-pass valve 44. Extending *sages 43 and 4 5, and in' this longitudinal' \bore is formed a tapering valve seat 47. A

' this by-pass'. flow maintains a. uniform, steady pressure on the fuel supplied to the outlet from the pump 35 is through pipe 37 and T connection 38 to the pipe 39 leadingto the main fuel nozzle 41 discharging in th'e elbow 18. A pressure controlled bypass circuit is provided in shunt of the pump so as to maintain a predetermined discharging pressure upon the fuel supplied to the nozzle 41.' This by-pass circuit comprises a short section of pipe 42 branching the other lWay from the T connection-38 Vand communicating with the intake passagefrom the outlet port 45 of this valve unit V44 is apipe 46 which discharges into the top of the mainsupply tank 34. As shown in Fig- -ure 4,'the valve 4housing 44 .has a longitudinalA bore connecting the inlet and'outlet pasball valve 48 seats downwardly on this valve seat 47, -a compression spring 49 tending to hold this valve on the seatin oppbsitiou to thef pressure ofthe fuel from the pump' 35.

An adjustingscrew 51 screws into the top of lthe longitudinal bore and provides adjustable ln'eans for varying the pressure of the p spring 49, a lock nut 52 serving to hold the screw 51 in any adjusted position. The gear pump 35 is ofthe 'proper capacity to pump va slightly greater, volume of oil than 1s vrequired at .the main nozzle 41, or is capable of issuing therefrom, and thisexcess volume is by-pas3ed through the by-pass valve unit 44. The pressure of the spring 49 opposing main nozzle 4l.' l

Referring to the nozzle structure illustrated in Figuie.`5,it will be observed that the Vnozzle 41 screws up into the under side of the elbow 18, directly in the line of discharge from the pilot nozzle 53. The lower.

end of the nozzle 41 is enlarged and threaded internally as indicated at 54 to receive the upper threaded end of ya check valve housseat on a tapering valve seat 57 in this housing under the presure of aspring 58.

ing 55. A-ball check 56 normally tends to l The fuel pipe 39 screws into the bottom ot this check valve housing 55 and discharges aga-inst the under side ofthe ball chejck 56. The ball check 56 is a precautionary element serving a number of purposes. The spring l58 is of suflicient pressure so that if the gravity or pressure head from the supply tank 34 should leak past the gear pump 35 this gravity or pressure head would be insulficient to unseat the ball check 56 and cause a discharge of fuel from the nozzle 41 with the burner inert. Similarly, this spring pressed check -valve prevents prematui'e or after burning with insuflicient aii by virtue of its action of retarding or interrupting the fuelflow. except at high blower speeds when ythere is sutlicient air for combustion. The .'ball check 56 of course opposes a smaller retarding force to the flow of fuel than does theby-pass' valve 48. The

pilot. burner nozzle 53 is mounted'in a boss lextending rearwardly from the elbow 18 so as to discharge in theline of the tangei'itial` inlet'16. The details f this pilot burner nozzle are illustratedlin Figure` 10. The steam 1s discharged' through an outer sleeve 59 having a'converged discharge outlet 61.

The outer end of this sleeve is threaded at 62.

for receiving the fitting 63 to wliich'connect the steam pipe-64 and. fuel supply pipe 65. The 'steam pipe64 discharges into a cavity 66 communicating with the rear end of the outer'sleeve 59. An inner sleeve 67 extends forwardly from the fitting 63 and discharges in'close proximity to the tapered v.outlet port 61. The comparatively small discharge opening 68 in the end of this inner sleeve is controlled by a needlev valve 69 which screws 'into the outer end `of the litting 63 at 71 and has zin-adjusting handle 72 for its n'ianipulation. l The 'fuel supply` y:e

pipe connectsk through 'a suitablecoupling 7 3 with a passageway 74 opening into the rear end of the inner sleeve 67.

The fuel' Vsupplied to this pilot burner through pipe 65 may be the same fuel which `is supplied to the main burner nozzle 41,

such as kerosene or other fuel of comparatively low volatility; or the fuel may be of higher volatility,isuch as gasoline, in which latter case the fuel would be drawn from a separate supply tank. pronounced atomizing and vapor'izing-eli'ect of the blast of high temperature steam it is Ventirely practicable to employ fuels of comparatively'y low volatilityI in this pilot burner nozzle and accordingly we supply fuel thereto from the same source supplying the main burner. The pipe 65 extends over and connects with the underside of the tank 34, the arrangement being such that a gravity or Because of the' pressure flow is supplied from this tank to the pilot nozzle. A hand valve 76 is interposed in this pipe line at a point of convenient access to the driver, so that this pilot burner can be turned 0E and on.

Referring to Figure 1, the steam supply. pipe for this pilot nozzle has connection with a T 77 on each side of which are mounted hand valves 78-7 9. The valve 78 controls communication between the pipe 64 and a nipple connection 81 adapted for receiving the end of a hose leading from a source 'of compressed air. The vehicle is preferably provided with a tank of compressed air so that the pilot burner can be set into operation by an air blast whenthere is no steam the boiler. This is accomplished by connecting the compressed air lead over the nipple 81, closing the valve 79,. and opening the valve 78. In this connection we wish4 toremark that the fluid pressure nozzle 53 can be operated bycompressed air throughout the entire operating interval of the nozzle without recourse to steam vat any time; or the nozzle can be operated alternately by air and steam; or both fluids may be admitted to boost the action ofsthe nozzle.

A steam supply pipe 82 'extends from' the valve 79 tothe boiler 33. Interposed in this steam supply pipe is a hand valve 83 for turning the pilot burner off and on, andan automatic pressure `reducing valve 84 for reducing the high boiler pressure (from' 300 to 1500 pounds) to a more desirable pressure or use at the pilot nozzle. We have successfully operated this pilot nozzle on steam pressures ranging from 5 to l0 pounds.

This great drop of pressure requires axl sensitive, reliable pressure reducing valve. Because of the very high boiler pressure any leaks or irregularities ofpperation in the l-reducing Valve will result in agdisturbed burner operation and a loss of steam. In Figures 6, 7, Sand 9 we have illustrated areducing valve which is capable of edecting this large reduction and is ellicient and reliable in operation.` The housing4 85 has an inletbos's 86 and an outlet boss 87. A- diaphragm 88l closes the upper part of the chamber 89 and is secured tothe housing 85 by a flanged cap 91.` The inlet steam is conduct through a tubular arm 92 extending inwar y to Ithe .center of the chamber'89,

and ,thence the steam is passed downwardly through a tapering lrestricted nzzle 93. The emission of steam from the nozzle 93 is controlled by the position of a nozzle seat 94 which isosuspended from the diaphragm 88 so'as to rise and fall with the flexure of theJ diaphragm. This nozzle seat consists of a threaded plugfhaving a recess -95 in its upper end, which recess is-slightly beveled to provide anarrow tapering valve seatfor lthe nozzle 93. yThis plug 94 screws into the cross hub 96 of a stirrup which engages over the sides of the nozzle and is locked iby a nut 94. TheA upper end of the stirrup 97 Ibears against the under side of the diaphragm 88 and has a threaded stud 98 passing up through the diaphragm for receiving the flanged n ut'99 bearing against the top of the diaphragm. A compression spring 101 bears against the nut 99, and at its upper endv reacts again/st a coll-ar 102 which is adapted for vertical adjustment through the pro-1 .vision of the adjusting screw 103 having `the operating handle 104. The'bottom of \tjhe housing is closed by a plug105 which is removable for adjustment of the interior parts, such as of the plug 94,' draining the valve chamber, etc'. i

It will be noted that there is no guiding connection betpjeen the lower wall of the plug or housing and the stirrup 97. `As a result of this arrangement, the nozzle seat 94 has a universally inclinable mounting, in that the diaphragm 88 will ieX to permit inclination 'of the stirrup and nozzle seat in anydirect-ion. Thus, the nozzle seat 94 is always capable of inclining laterally in any direction or shifting laterally so as to accurately center the recess overthe end of the nozzle 93. We have found the use of 'Monel metal in the construction of the nozzle lilfl within the nozzle `seat 94 from the nozzle 93, thereby admitting more steam until the desired maximum pressure-is obtained` when' this pressure'will become effective under the diaphragm 88 and draw the nozzle seat'94 back againstthe nozzle 93. Theoperation of the motor 32 for 'driving the mainvburner blower is controlledby a pressure governed circuit controller ,107, which has c onnectihn with the boiler 33 through .pipe 108. This circuit controller may be of the construction .disclosed inthe co-pending 'application 'o-f Raymond E. lVhite, Ser. No. 615,774 filed ,Januaryf 29, 1923. Thedevice 1:07 controls the primaryor .winding circuit 109 of the relay 111.

llfr

The contacts 112 'of the relay controla secondary or motor circuit 113. A storage battery 114 suppliescurrent to both circuits 109 and 113. A few turns of the motor circuit 113 are preferably superposed on the wind-V ing of the' circuit 109 soas to assist in holding the contacts in lirmv engagementafter. theyl have been drawn together, but these turns are not sufficient to lock up the relay.

- where the running board is usually situated.

In Fig. 3 we have shown ,an arrangement dispensingv with the spurgear pump 35 for obtaining the pressure feed to the main Vburner nozzle; obtaining the requisite feeding pressureby air pressure imposed upon the fuel `in the supply tank 34. In this in'- stance, the fuel supply line 39 is led directly fromsthe lower part ofV the tank 34 to the` main burner nozzle 41, and an electrically actuated valve is interposed in this fuel line for opening and closingthe line in response y to the actuationof the motor As illustra-tive of such a valve, a conical fvalve 118 is arranged to seat on a tapering valve seat 119 in a valve housing 121. A stem 122 eX- tends `from the Valve 118 out of the housing 121 and supports a, core or armature element 123 which reciprocates in a solenoid 124. -A

spring 125, assisted by the 'pressure on the fuel, tends to hold the valve seated. The winding of the solenoid 124 is included in series with the circuit 113 of the blower i' motor 32, soy tliatenergization of the blower motor will result in opening ofthe valve 118,v and williinaintain this valve open as long as the motor is being operated. A hand valve 126 is also included in the fuel line 39."'l`he desired air pressure may be built up in the tanlg 34 by a harid pump 127, or any power actuated pump.

It should be observed that the combination of the air blower for the rmain burner and the steam or air nozzle for the pilot burner have 'a particular .cooperative relation. In the operation of the main burner the steam jetv from the-pilot nozzle exerts an aspirating action on the main burner nozzle 41' and vaporizes and atomizes the fuel'therefrom by virtue of the temperature and velocity of this steam jet. The blower supplies the requisite volume of air forcombustion and assists in this atomization. Because the air isl not the sole atomizing agent its velocity can be regulated through a wide range in the piesent burner, if such regulation is desired.

le do not intend to be limited to the particular details herein shown and described, except as they are defined in the appended claims'.

Ne claim v 7 i 1. Inburner'ineclianism adapted for heating boilers and the like, the combination of Va combustion chamber, main b'urner mechanism comprisincr a blower, an electric motor' for driving said blower, and afuel port discharging liquid fuel into the air stream of said blower, said main burner mechanism supplying the requisite volume of mixture for heavy firing, and secondary 'burner mechanism dischargingv into'- said combustion -chamber and comprising a steam nozzle ladapted to receive steam' from said boiler,

and a fuel `port for introducing liquid fuel into the jet'of steam from said nozzle.

2. In burner mechanism for heating boilers.

and the like, the combination of a combustion chamber, a blower, a fuel nozzle adapt-A ed to discharge liquid fuel into the air stream from said blower, an electric motor for actuating said blower,.an electric circuit forv said motor comprising automatic control mechanism whereby said blower is operated intermittently in accordance` with the firing requirements of the boiler, and a steam jet adapted to be supplied from said boilerand discharging vinto said combustion chamber for producing the desired atomization and Vaporization of the liquid fuel during the non-operating interial of said blower.

" 3. In combination, a boiler, a combustion chamber for heating said boiler, a blower discharging into said combustion chamber, an electric motor for actuating said blower,

automatic mechanism,for setting said motor" into operation whenthe pressure in said boiler reaches a predetermined point, a steam nozzle discharging a jet of steam into said combustion chamber, a pipe connecting said steam nozzle with said boiler, valve means in said pipe for controlling the-pressure of the )et of steam discharged from said nozzle,

and fuel supply means adapted to mii; liquid.

fuel with the blast of air from said blower 'and with the jet of steam from said nozzle- .I 4. In combination, a. boiler, a combustion chamber for'lieating said boiler, an air conduit discharging into said combustion chainber, a blower connected to said air conduit,

an electric motoi for actuating said blower, automatic circuit control mechanism for said electric motor for setting. said motor into operation during predetermined conditions of said boiler, a fuel nozzle -in the path of the airblowing through said. air conduit, a steam nozzle discharging a jet of stelam across the tip of this fuel nozzle, 'and a connection between said steam nozzle and said boiler comprising a reducing valve.

5. In combination, a boiler, a combustion. f

chamber-for heating said boiler, an air conduit discharging into said combustion cham-` ber, a blower'connected to said air conduit, an electric motor for actuating said blower, automatic circuit control mechanism for Said electric motor foi` initiating operation thereof when the pressure insaid boiler falls below a predetermined minimum, a main fuel 4nozzle disposed in said air conduit, a

steam nozzle for discharging a jet of steam across the tip of said main fuel nozzle, a. pipe connecting said steam nozzle with said boiler` a reducing valve in said pipe, and a secondary fuel nozzle for mixingv fuel lwith .passageway entering said chamber tangentially, a main fuel nozzle projecting into said mixture passageway, an air conduit discharg-- ing into said mixture passageway, a blower supplying said air conduit, a pilot nozzle discharging substantially axially of said tangential mixture passageway andacross the tip of said main fuel nozzle, said pilot nozzle comprising inner and outer sleeves, means for admitting a fiuid under pressure toone of said sleeves, and means for admitting liquid fuel to the other of said sleeves.

7. In combination, a steam boiler, a combu-stion chamber associated therewith, main burner mechanism including a conduit through which an air blast is supplied to the end chamber, and means for introducing a stream of liquid fluid into the said conduit, the-said main burner mechanism supplying the lrequisite-amount of mixture-for relatively heavy firing, means for rendering the said main burner mechanism inoperative when the pressure of the steam-in the boiler exceeds a predetermined amount, secondary burner mechanism discharging into the said conduit of the main burner mechanism constantly duringithe operation of the said combustion chamber and including means for projecting a jet of steam from the boiler into the said conduit, and means for introducing liquid fuel into the jet. of

steam, the said jet of steam serving to` atomize and vaporize both the stream of liquid fluid of the main burner mechanism and the liquid fuel of the secondary burner mechanism as well as to set up a circumferential whirl of the combustible fluid 'in the combustion 'chamber and means for automatically controlling the pressure of the jct of steam of the said secondary burner mechanism.

8.1m combination` a steam boiler, a combustion chamber associated therewith, a conduit communicating with thesaid chamber, means for forcing a blast of air through the said conduit into the chamber, a liquid fuel nozzle discharging into the said conduit. a,v

second nozzle in back of the said first nozzle for projecting a jet of steam and fuel into the conduit across the tip of the fuel nozzle,

the said jet of steam and fuel serving to atomize and vaporize the liquid fuel discharged into the conduit by the first nozzle, means controlled by the pressure of the steam in the boiler for automatically cutting offthe air blast and the supplyl of liquid fuel to the first nozzle when the pressure exceeds ,a predetermined amount, the said second nozzle being Yconstantly in use during the operation fof the combustion chamber and servingr as a pilot burner, and means for automatically controlling the pressure of the steamjet supplied to the second nozzle.

9. In combinatioma steam boiler, a combustion chamber associated therewith, main burner mechanism including a. conduit through which an air blastis supplied to the said chamber, and means for introducing a stream of liquid fluid into the said con-l duit, the said vmain burner mechanism supplying the requisite amount of mixture for relatively heavy firing, means for rendering the said main burner mechanism inoperat-ivevvhen the pressure of the steam in the boiler exceeds a. predetermined amount, and

secondary burner mechanism discharging into the said conduit of the` main burner mechanism constantly during the operation of the said combustion chamber and including means for'projecting a jet of fluid into 't the said conduit, and means'for introducing liquid fuel into the jet of fluid, the said jet of vfluid serving to atomize and vaporize both the stream 0f liquid fuel of the main burner mechanism, and the liquid fuel ofthe secondary ,burner mechanism. A

10. In combination, a steam boiler, a combu-stion chamber associated therewith, a conduit communicating with the said chamber, means forpforcingl a blast of air through the said conduitinto `the chamber, a liquid fuel nozzle discharging into the saidcOndut, a second nozzle in back of thesaid'first nozzle for projecting a jet of steam and fuel into the conduit across the tip of the fuel nozzle, the said jet of steam'and fuel serving to atomize and vaporize the `liquid fuel disi charged into the conduit by the first nozzle, and means controlled-by the pressure ofthe steam in the boiler for automatically cutting oli' the air blast and the supplyof liquid fuel to the first nozzle when the pressure eX- ceeds a predetermined amount, the said sec-A ond nozzle being constantly in use during the operation of the combustion chamber an e serving as a pilot burner.

ln witness whereof, we hereunto subscribe lil() our names this 29th day of January, 1923.

imiviuafrial c. BROWN. RAYMOND E. WHITE. 

